WO2018151689A1

WO2018151689A1 - Telescopic piston configuration for internal combustion engines

Info

Publication number: WO2018151689A1
Application number: PCT/TR2017/000055
Authority: WO
Inventors: Gizem EDEN
Original assignee: Eden Gizem
Priority date: 2017-02-18
Filing date: 2017-05-11
Publication date: 2018-08-23
Also published as: TR201702451A2

Abstract

The invention is related to a telescopic piston configuration for internal combustion engines that enables increasing the total air volume transferred to the combustion chamber (15) while keeping the combustion chamber (15) volume constant.

Description

TELESCOPIC PISTON CONFIGURATION FOR INTERNAL COMBUSTION

ENGINES

Technical Field

The invention is related to a telescopic piston configuration for internal combustion engines that enables to increase the total air volume transferred to the combustion chamber while keeping the combustion chamber volume at a constant value.

Background of the Invention (Prior Art)

Internal combustion engine is a machine where the pressure formed by burning the fuel in a limited space called combustion chamber in the engine, moves the part called the piston .

The reason these engines are called internal combustion engines is that the combustion event occurs inside the engine. Since the combustion event occurs outside the engine in the external combustion engines, these are called external combustion engines.

By moving the combustion chamber into the engine in internal combustion engines, very compact engines could be built and the automobiles were produced.

Internal combustion engines are usually the systems that aim to convert fuels such as LPG, gasoline, diesel fuel etc. into mechanical energy through combustion.

The fuel is sent into the cylinder that is called the combustion chamber by being mixed with air at a certain rate through a carburetor or fuel injection system. The mixture is compressed by the piston and ignited by the help of a spark plug. In diesel engines, the air is compressed under high pressure during the upward motion of the piston and instead of the spark plug the ignition is performed by spraying diesel fuel on the heated and high-pressurized air via an injector. The mixture is converted into CO₂ and CO. This reaction created volume and heat. Thus, operation is conducted by converting oscillating motion of the pistons into mechanical energy by the help of crankshaft. While previously paraffin oil has been used as the fuel, nowadays use of gasoline, diesel fuel and LPG (Liquidified Petroleum Gas) is considerably common.

The operation principle of the internal combustion engines can be generally divided into 4 phases. These are;

1. Suction: The clean air and the fuel-air mixture is received into the cylinder by opening the valve on the suction channel and through the vacuum effect created by the downward motion of the piston.

2. Compression: The air or the fuel-air mixture received into the cylinder is compressed by the upward motion of the piston, both its temperature and pressure is increased and enclosed into a very small volume. Meanwhile, both valves are in the fully closed position and sealing is being provided .

3. Combustion: The combustion is performed by igniting the fuel or the fuel-air mixture by the spark plug or the injector positioned in the middle of the valves. The power enabling movement of the vehicle is created in this moment.

4. Exhaust: While the piston is moving back up after combustion, the burnt waste gasses are discharged by opening the exhaust valve. Then, the 1^st cycle, i.e. the suction phase starts again while the piston moves down again .

Motion in the internal combustion engines is provided by repeating the cycle mentioned above. Each cycle provides a rotational motion to the moving system where the engine is connected by creating circular motion (s) on the crankshaft.

In the motion created by the internal combustion engines, the engines are designed in various sizes and by using additional parts in order to obtain high power. Here, the most important factor is the intensity of the combustion created inside the piston. In order to increase the intensity, the amount of the fuel and the air sucked into the cylinders are effective. It is desired to obtain high power with low fuel consumption from a good engine with a high performance.

The amount of air sucked into the stroke volume is one of the most important variables that define the intensity in the combustion chamber during the combustion occurring inside the engine. In the current state of the art, air- feeding equipment such as compressors, turbochargers and the like are used for supplying more air into the cylinder. Thus, the combustion performance of the engine is increased by delivering more air into the cylinder.

However, in order to form systems like compressors and turbochargers, it is required to operate additional equipments connected to the engine. It will also be required to operate those additional equipments with additional equipments. For example, in turbocharged engines, it is required to use intercoolers , which are additional coolers, to cool the air heated up as a result of compression by the turbo. Another solution used for increasing the volume of air supplied into the cylinder without additional equipment is provided by creating additional volume chambers on the piston. It is enabled to increase the stroke volume by creating pockets with various geometries on the surface of the piston facing the combustion chamber.

In the patent application No .WO2016145734, a pocket is created on the top surface of the piston that is in contact with the combustion chamber. This pocket aims to increase the amount of air received into the cylinder by increasing the stroke volume. However, the created volume of air is constant. While air is fed into the cylinder (suction phase) , the pocket will enable more air to enter into the cylinder and it will enable combustion chamber volume to increase and therefore it will cause the total pressure to drop. In this case, since the pressure will be limited, the intensity of the combustion formed during the combustion will be limited and the performance of the engine will increase barely in proportion with the increase in the cylinder volume.

In the current state of the art, systems comprising more than one piston are known. Patent application No .US2003116011 is related to a dual piston power transmission mechanism having a dual piston bent link connection. Said piston configuration aims to extend the engine life by decreasing wear of cylinder inner surface and the piston rings located on the piston. The created dual piston mechanism enables forming an instantaneous tangential power on the crankshaft for the circular motion by enabling the lowering pistons to create a tangential resultant power during the initial acceleration. Thus, the rotational motion provided on the crankshaft may be smoother. The patent application No .US2003116011 enables a more stable/fast transmission of the power by enabling creation of a more balanced power on the crankshaft through 2 pistons and link mechanisms and it aims the piston/pistons and associated parts to work healthier. In the related patent document, no solution about increasing the stroke volume to be created in the cylinder is mentioned. Moreover, the second cylinder described in the patent No .US2003116011 is operated inside a closed cylinder body. The stroke volume is limited by the volume defined by the piston body and the cylinder as in the known internal combustion systems since there is no opening or volume area on the part of the cylinder body facing the combustion chamber. The Problems Aimed to be Solved by the Invention

The object of the invention is to create a block configuration that enables the engine to receive more clean air, fuel-air into the cylinder during suction of the engine by increasing the stroke volume.

Another object of the invention is to reveal a piston block configuration that enables forming a vacuum in the volume created inside the piston by the motion of the second piston positioned inside the piston and thus that allows increasing the vacuum created for sucking the air into the cylinder .

Another object of the invention is to create a piston block configuration where the extra stroke volume formed during suction in the compression phase is eliminated by closing the second stroke volume created in the piston through the upward motion of the second piston during compression. Another object of the invention is to reveal a piston block configuration that comprises pistons and piston cylinders having a construction suitable for movement of a second piston in the first piston.

Another object of the invention is to form a piston block configuration comprising links having a construction suitable for movement of a second piston in the first piston .

Description of the Figures

Figure 1. Cross-section of the piston mechanism from front view of the engine

Figure 2. View of the connecting rod from front view of the engine

Figure 3. Perspective view of the connecting rod

Figure 4. Perspective view of the first piston

Figure 5. Exploded view of the piston mechanism

Figure 6. Cross-sectional view of the piston mechanism

Figure 7. Detail view of the piston mechanism

Figure 8. Cross-sectional view of the piston mechanism with the combustion chamber

Descriptions of the References in the Figures

1. Connecting rod

2. First piston

3. First cam

3.1. First cam hole

4. Pushrod

4.1. Pushrod mounting hole

5. Second piston

6. Crankshaft

7. Second cam

7.1. Second cam hole

8. Piston pin 8.1. Piston pinhole

9. Second cylinder

10. First cylinder

11. Opening

12. Connecting rod pin connection

Connecting rod channel

13. Piston block

14. Space

15. Combustion chamber

Description of the Invention

The invention is related to an engine configuration that transmits the energy created by the internal combustion piston block/blocks (13) to the crankshaft (6) via a connecting rod (1) .

The invention is internally formed by two piston mechanisms, which are the piston block (13), the first piston (2) and the second piston (5) .

Similar to the known internal combustion engine configurations, the first piston (2) is operated inside the first cylinder (10) positioned in the piston block (13) . The first piston (2) comprises a second cylinder (9) in its inside part. Moreover, a second piston (5) is operated inside the second cylinder (9) .

The second piston (5) is located inside the space (14) created by the second cylinder (9) in the first piston (2) . The space (14) defines the empty volume formed from the top to bottom point of the first piston (2) .

In different implementations of the invention, more than one space (14) can be created or the space (14) can be created in a partial length of the first piston (2) . The second piston (5) described in the invention is completely located inside the first piston (2) . In this case, the piston motion performed by the second piston (5) completely occurs inside the first piston (2) .

Motion is transferred by connecting the first piston (2) and the second piston (5) to the same crankshaft (6) . Basically, same connecting rod (1) connects both the first piston (2) and the second piston (5) to the crankshaft (6) .

The connecting rod (1) is connected directly to the first piston (2) through a piston pin (8) . The second piston (5) is indirectly connected to the connecting rod (1) through a pushrod (4) . (Figure 1 and Figure 5)

The connection of the second piston (5) and the pushrod (4) is enabled by a second cam (7) . (Figure 5)

The connecting rod (1) comprises at least one cam hole (3.1) for connecting the pushrod (4) . The first cam hole (3.1) is connected to the connecting rod and the pushrod (4) by the first cam ( 3 ) .

The pushrod (4) comprises at least two pushrod mounting hole (4.1) in its structure. One of the pushrod mounting holes (4.1) enables connection of the first cam (3) and the other enables connection of the second cam (7) .

While the second cam (7) is connected to the pushrod mounting hole (4.1) at one side, it is connected to the second cam hole (7.1) on the second piston (5) at the other side. Thus, the pushrod (4) is associated with the second piston (5) by means of the second cam (7) . In the invention, the above-mentioned cam (3, 7) / hole (3.1, 4.1, 7.1) connections are selected to allow motion transfer between the components. In accordance with the Figure 3, there are 2 connecting rod pin connection heads (12) on the connecting rod (1) where it is connected to the piston pin (8) . The 2 connecting rod pin connection heads (12) are located at a distance such that at least one connecting rod channels (12.1) will be formed between them.

According to Figure 3, piston pin holes (8.1) are also created on each connecting rod connection head (12) . According to different applications of the invention, the connecting rod (1) can be implemented such that it comprises various number of pin connection heads (12) and various number of connecting rod channels (12.1) between pin connection heads (12) .

The connecting rod (1) is positioned into the connecting rod channel (12.1) formed between the pushrod pin connection heads (12) while the pushrod (4) connection is made .

The link between the connecting rod and the pushrod (4) is created to transmit motion to the piston (2) . As the connecting rod (1) and the pushrod (4) can be associated by the above-mentioned linking means, they can be associated by using different known connection means in different applications of the invention. However, regardless of the connection means that is used, the association of the connecting rod (1) and the pushrod (4) should be enabled to allow transfer of motion. During rotational motion of the connecting rod (1) about the crankshaft (6), the first piston (2) inside the first cylinder (10) moves upward and downward. This movement also creates another motion at the point where the connecting rod (1) is connected to the first piston (2) . This motion is the motion the pushrod (4) uses to operate the second piston ( 5 ) .

The connecting rod (1) will be able to generate a second motion about the piston pin (8) since it is connected to the pushrod (4) via the first cam hole (3.1) .

The first piston (2) first moves downward through the motion provided by the combustion inside the piston block (13), and then it moves upward and runs the engine. The second piston (5) that is associated with the connecting rod (1) through the pushrod (4) connection and that is positioned in the space created inside the first cylinder will move towards the same direction synchronized with the first piston (2) .

As in the known engine systems, the crankshaft (6) is rotated by the connecting rod (1) while the engine is running in our invention as well. This motion is essentially provided by the upward and downward motion of the piston located inside the piston block (13) . As described above, the motion generated about the piston pin (8) during the motion of the first piston (2) is transmitted to the pushrod (4) by the first cam hole (3.1) formed at the end of the connecting rod (1) . The motion created on the pushrod (4) enables the pushrod (4) to make a half rotation about the center of the first cam hole (3.1) and return to its original position. This motion will enable the second piston (5) to move upward and downward inside second cylinder (9) . Thus, the movement of the first piston (2) towards a direction with a force can be transmitted to the second piston (5) in the same rate and direction .

According to Figure 6, the first cam hole (3.1) is positioned on the connecting rod (1) such that it will stay below the piston pin (8) top point. In order to operate the system described in the invention, it is important that the first cam hole (3.1) is positioned on the connecting rod (1) such that it will stay below the piston pin (8) top point. The second piston (5) is operated inside the space (14) created inside the first piston (2) . At least one second cylinder (9) is located inside said space (14) . According to Figure 5, the second cylinder (9) is a part in a hollow pipe form. The second piston (5) is operated inside the second cylinder (9) .

The surface of the second cylinder (9) created on the combustion chamber (15) side comprises at least one opening (11) . According to Figure 5, the surface of the second cylinder (9) created on the combustion chamber (15) side consists entirely of the opening (11) . In different applications of the invention, the opening (11) can be created by structures with various forms to provide air inlet-outlet to the space (14) created inside the second cylinder ( 9 ) .

The created space (14) will enable air inlet into the first piston (1) by creating an additional volume during the suction phase of the engine. In this case, the volume of each cylinder operated in the engine will increase during suction. However, in the compression phase, the second piston (5) will move towards the combustion chamber (15) along with the first piston (2) and the additional volume created in the first piston (2) by the space (14) will be eliminated. In this case, more air corresponding to the additional volume will be sucked into the cylinder, but this additional volume will not be used during compression phase. Thus, both air supplies to the engine will be increased without using any additional air feeding apparatus and the compression ratio of the engine will increase.

In a different application of the invention, the second piston (5) moves towards the combustion chamber (15) along with the first piston (2) during the compression phase and it may eliminate a part of the volume created inside the first piston (1) by the space (14) . In such a case, the second piston (5) will compress a part of the space (14) volume; the uncompressed part of the space will increase the compression volume compressed in the combustion chamber (15) .

In the suction phase, the movement of the second piston (5) away from the combustion chamber (15) will create a vacuum in addition to the vacuum effect created by the first piston (2) to suck air into the engine. Thus, the air fed into the system will enable feeding air at a same/near/more performance as the air feeding equipment such as turbochargers , compressors etc. The working performance of the engine increases much more since the amount of supplied air is more than the known engines and the compression volume is the same as the known engines. In this case, more air can be sucked into the engine and compressed and this will cause a much more intensive combustion in the combustion chamber (15) . The intensity of the combustion in the combustion chamber being more enables obtaining more power per unit fuel. This will both reduce fuel consumption of the engine and increase the generated power. In the invention, a piston block (13) with two pistons consisting of the first piston (2) and the second piston (5) is described. The piston mechanism principle operated with 2 pistons described above can be operated with more than 2 pistons.

For example, a third piston can be operated inside the second space (14) created inside the second piston (5) . Moreover, various number of pistons positioned one within the other can be used to increase the total cylinder volume

Another example is the case where the second piston (5) is formed by combination of 2 or more pistons. In this case, various number of piston groups running together can create the second piston (5) or various number of telescopic piston groups that work one within the other.

As long as they are in the logic of the invention described above, different mechanisms formed by different piston configurations are within the scope of the invention.

Claims

CLAIMS An engine configuration that comprises two pistons (2, 5) located inside the first cylinder (10) created in the piston block (13), that transmits the energy generated by the internal combustion piston block/blocks(13) to the crankshaft (6) through a connecting rod

(1), characterized by comprising;

• the first piston (2) containing a space (14) having a structure suitable for positioning and op^¬ erating a second piston (5) in its inner part,

• the second cylinder (9) positioned in the first piston (2) to create said space (14),

• the second piston (5) that can work in associa^¬ tion with the first piston (2) inside the created space (14) by being positioned inside the first piston ( 2 ) ,

• at least one opening (11) on the surface of the said second cylinder (9) created at the combus^¬ tion chamber (15) side to enable air inlet-outlet

Engine configuration according to Claim 1, characterized by comprising the second cylinder (9) integral with the first piston (2) . Engine configuration according to Claim 1, characterized by comprising the second cylinder (9) that is not integral with the first piston (2) .

Engine configuration according to Claim 1, characterized by comprising the opening (11) formed on the en^¬ tirety of the surface of the second cylinder (9) cre^¬ ated at the combustion chamber (15) side.

Engine configuration according to Claim 1, characterized by comprising the first piston (2) and the second piston

(5) that enable motion transfer by being connected to the same crankshaft (6) .

6. Engine configuration according to Claim 5, character- ized by comprising the first piston (2) and the second piston (5) that enable motion transfer by being connected to the crankshaft (6) via the connecting rod (1) .

7. Engine configuration according to Claim 6, characterized by comprising the first piston (2) that is di^¬ rectly connected to the connecting rod (1) by means of a piston pin (8) and the second piston (5) that is connected indirectly by means of a pushrod (4) .

8. Engine configuration according to Claim 7, characterized by comprising the pushrod (4) having at least two pushrod mounting holes (4.1) one of which enables con^¬ nection of the first cam (3) while the other enables connection of the second cam (7) .

9. Engine configuration according to Claim 7, characterized by comprising the second cam (7) that links the second piston (5) and the pushrod (4) by being con- nected to the pushrod mounting hole (4.1) at one end and to the second cam hole (7.1) on the second piston (5) at the other end.

10. Engine configuration according to Claim 7, charac- terized by comprising at least one first cam hole (3.1) that connects the connecting rod and the pushrod (4) through the first cam (3) .

11. Engine configuration according to Claim 6, characterized by comprising the connecting rod (1) that has at least 2 connecting rod pin connection heads (12) positioned with a distance such that at least one con- necting rod channel (12.1) is formed in between them, where it is connected to the piston pin (8) .

12. Engine configuration according to Claim 11, characterized by comprising piston pin holes (8.1) created on each of the connecting rod pin connection heads

(12) .

13. Engine configuration according to Claim 11, characterized by comprising the connecting rod channel (12.1) created in a form such that the pushrod (4) can be positioned inside it.

14. Engine configuration according to Claim 1, characterized by comprising the connecting rod (1), the pushrod (4) and their related links that can transfer motion to the first piston (2) and the second piston in the same direction in a synchronized manner.

15. Engine configuration according to Claim 14, char- acterized by comprising the first cam hole (3.1) that enables connection of the pushrod (4) with the con^¬ necting rod (1) such that it will create a second mo^¬ tion about the piston pin (8) .

16. Engine configuration according to Claim 15, characterized by comprising the first cam hole (3.1) posi^¬ tioned on the connecting rod (1) such that it will stay below the level of piston pin (8) top point.

17. Engine configuration according to Claim 1, characterized by comprising the second cylinder (9) in a hollow pipe form opening to the combustion chamber (15) .

18. Engine configuration according to Claim 1, characterized by comprising the space created along the first piston ( 2 ) .

19. Engine configuration that comprises at least two pistons (2, 5) located inside the first cylinder (10) created in the piston block (13), that transmits the energy generated by the internal combustion piston block/blocks (13) to the crankshaft (6) through a con^¬ necting rod (1), characterized by comprising;

• the first piston (2) containing a space (14) having a structure suitable for positioning and op^¬ erating a variable number of second pistons (5) in its inner part,

• at least one second piston (5) that can work in association with the first piston (2) inside the created space (14) by being positioned inside the first piston ( 2 ) ,

20. Engine configuration according to Claim 19, characterized by comprising the second piston (5) that consists of a combination of 2 or more pistons.

21. Engine configuration according to Claim 19, characterized by comprising the second piston (5) that contains at least one piston in it.